Thermal management system for electrified vehicle

ABSTRACT

An exemplary thermal management system includes, among other things, a valve, a radiator loop configured to be connected to the valve, a power electronics loop configured to be connected to the valve, a heater loop configured to be connected to the valve, and a battery loop configured to be connected to the valve. The valve is configured to connect one or more of the radiator, power electronics, heater, and battery loops together and the valve is configured to isolate at least one of the radiator, power electronics, heater, and battery loops from any remaining loops of the radiator, power electronics, heater, and battery loops.

TECHNICAL FIELD

This disclosure relates to a thermal management system for anelectrified vehicle.

BACKGROUND

An electrified vehicle includes a high voltage traction battery packthat powers electric machines and other electrical loads of theelectrified vehicle. It is challenging to manage heat transfer betweendifferent groups of components in the electrified vehicle without theaddition of costly heat exchangers and/or a plurality of valve systems.

SUMMARY

A thermal management system according to an exemplary aspect of thepresent disclosure includes, among other things, a valve, a radiatorloop configured to be connected to the valve, a power electronics loopconfigured to be connected to the valve, a heater loop configured to beconnected to the valve, and a battery loop configured to be connected tothe valve. The valve is configured to connect one or more of theradiator, power electronics, heater, and battery loops together and thevalve is configured to isolate at least one of the radiator, powerelectronics, heater, and battery loops from any remaining loops of theradiator, power electronics, heater, and battery loops.

In a further non-limiting embodiment of the foregoing system, the valvecomprises the only valve in the thermal management system to transferheat between the radiator, power electronics, heater, and battery loops.

In a further non-limiting embodiment of any of the foregoing systems,the radiator loop includes at least one low temperature radiator that isfluidly connected to the valve.

In a further non-limiting embodiment of any of the foregoing systems,the power electronics loop includes at least one electric machine and atleast one motor driven pump that is fluidly connected to the valve.

In a further non-limiting embodiment of any of the foregoing systems,the heater loop includes at least one PTC heater, at least one heatercore, and at least one motor driven pump that is fluidly connected tothe valve.

In a further non-limiting embodiment of any of the foregoing systems,the battery loop includes at least one battery, at least one batterychiller, and at least one motor driven pump that is fluidly connected tothe valve.

In a further non-limiting embodiment of any of the foregoing systems,the valve comprises a single valve that has only four inlets and onlyfour outlets.

In a further non-limiting embodiment of any of the foregoing systems, asystem controller controls the valve to manage heat transfer for aplurality of operational conditions that include at least a firstoperational condition where the battery and the heater loops are sharedand the power electronics and radiator loops are isolated from thebattery and the heater loops.

In a further non-limiting embodiment of any of the foregoing systems, asystem controller controls the valve to manage heat transfer for aplurality of operational conditions that include at least a firstoperational condition where only the heater loop is active and the powerelectronics, radiator, and battery loops are isolated from the heaterloop.

In a further non-limiting embodiment of any of the foregoing systems, asystem controller controls the valve to manage heat transfer for aplurality of operational conditions that include at least a firstoperational condition where power electronics, battery, and heater loopsare in series and the radiator loop is isolated from power electronics,battery, and heater loops.

In a further non-limiting embodiment of any of the foregoing systems, asystem controller controls the valve to manage heat transfer for aplurality of operational conditions that include at least a firstoperational condition where the battery, power electronics, and radiatorloops are shared and the heater loop is isolated from battery, powerelectronics, and radiator loops.

In a further non-limiting embodiment of any of the foregoing systems, asystem controller controls the valve to manage heat transfer for aplurality of operational conditions that include at least a firstoperational condition where the battery, power electronics, heater, andradiator loops are shared.

In a further non-limiting embodiment of any of the foregoing systems, asystem controller controls the valve to manage heat transfer for aplurality of operational conditions that include at least a firstoperational condition where the battery, power electronics, and heaterloops are shared and the radiator loop is isolated from battery, powerelectronics, and heater loops.

In a further non-limiting embodiment of any of the foregoing systems,the valve is a single valve and a system controller controls the singlevalve to manage heat transfer for a plurality of operational conditionsthat include at least:

a first operational condition where the battery and the heater loops areshared and the power electronics and radiator loops are isolated fromthe battery and the heater loops;

a second operational condition where only the heater loop is active andthe power electronics, radiator, and battery loops are isolated from theheater loop;

a third operational condition where power electronics, battery andheater loops are in series and the radiator loop is isolated from powerelectronics, battery, and heater loops;

a fourth operational condition where the battery, power electronics, andradiator loops are shared and the heater loop is isolated from battery,power electronics, and radiator loops;

a fifth operational condition where the battery, power electronics,heater, and radiator loops are shared; and

a sixth operational condition where the battery, power electronics, andheater loops are shared and the radiator loop is isolated from thebattery, power electronics, and heater loops.

In a further non-limiting embodiment of any of the foregoing systems,the single valve has only four inlets and only four outlets, and whereinthe four inlets comprise: a first inlet fluidly connected to a batteryin the battery loop, a second inlet fluidly connected to a heater corein the heater loop, a third inlet fluidly connected to power electronicsin the power electronics loop, and a fourth inlet fluidly connected to aradiator in the radiator loop; and wherein the four outlets comprise: afirst outlet fluidly connected to a battery chiller in the battery loop,a second outlet fluidly connected to a PTC heater in the heater loop, athird outlet fluidly connected to the power electronics in the powerelectronics loop, and a fourth outlet fluidly connected to the radiatorin the radiator loop.

In a further non-limiting embodiment of any of the foregoing systems,the radiator loop comprises a heat dissipater.

In a further non-limiting embodiment of any of the foregoing systems, aprimary engine cooling circuit is in fluid communication with the heaterloop.

In a further non-limiting embodiment of any of the foregoing systems, atleast two of the radiator, power electronics, heater, and battery loopsflow in series while the remaining of the radiator, power electronics,heater, and battery loops are isolated from each other.

In a further non-limiting embodiment of any of the foregoing systems,each of the radiator, power electronics, heater, and battery loops is influid communication with at least one other of the radiator, powerelectronics, heater, and battery loops such that none of the radiator,power electronics, heater, and battery loops are isolated from eachother.

A method according to another exemplary aspect of the present disclosureincludes, among other things, controlling a single valve to fluidlyconnect one or more of a radiator loop, a power electronics loop, aheater loop, and a battery loop together; and controlling the singlevalve to isolate one or more of the radiator, power electronics, heater,and battery loops from any remaining loops of the radiator, powerelectronics, heater, and battery loops, and wherein fluid connection andisolation of the radiator, power electronics, heater, and battery loopsis determined based on a desired thermal operational condition for anelectrified vehicle.

The embodiments, examples, and alternatives of the preceding paragraphs,the claims, or the following description and drawings, including any oftheir various aspects or respective individual features, may be takenindependently or in any combination. Features described in connectionwith one embodiment are applicable to all embodiments, unless suchfeatures are incompatible.

The various features and advantages of this disclosure will becomeapparent to those skilled in the art from the following detaileddescription. The drawings that accompany the detailed description can bebriefly described as follows.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 schematically illustrates a powertrain of an electrified vehicle.

FIG. 2 illustrates a thermal management system for an electrifiedvehicle.

FIG. 3 is a schematic illustration of the inlets and outlets from avalve of the thermal management system of FIG. 2.

FIG. 4 is a chart detailing the inlet to outlet connections forplurality of operational conditions.

FIG. 5 is a valve state configuration showing the inlet/outletconnections for each of the plurality of operational conditions.

FIG. 6 is a schematic diagram of one operational condition.

FIG. 7 is a schematic diagram of another operational condition.

FIG. 8 is a schematic diagram of another operational condition.

FIG. 9 is a schematic diagram of another operational condition.

FIG. 10 is a schematic diagram of another operational condition.

FIG. 11 is a schematic diagram of another operational condition.

FIG. 12 is a schematic diagram of another operational condition.

FIG. 13 is a schematic diagram of another operational condition.

FIG. 14 is a schematic diagram of another operational condition.

FIG. 15 is a schematic diagram of another operational condition.

DETAILED DESCRIPTION

This disclosure details a thermal management system for electrifiedvehicles. An exemplary thermal management system may utilize a singlevalve to connect one or more of radiator, power electronics, heater, andbattery loops together and may also be configured to isolate at leastone of the radiator, power electronics, heater, and battery loops fromany remaining loops of the radiator, power electronics, heater, andbattery loops.

FIG. 1 schematically illustrates a powertrain 10 for an electrifiedvehicle 12. Although depicted as a hybrid electric vehicle (HEV), itshould be understood that the concepts described herein are not limitedto HEVs and could extend to other electrified vehicles, including, butnot limited to, plug-in hybrid electric vehicles (PHEVs), batteryelectric vehicles (BEVs), fuel cell vehicles, etc.

In an embodiment, the powertrain 10 is a power-split powertrain systemthat employs first and second drive systems. The first drive systemincludes a combination of an engine 14 and a generator 18 (i.e., a firstelectric machine). The second drive system includes at least a motor 22(i.e., a second electric machine), the generator 18, and a battery pack24. In this example, the second drive system is considered an electricdrive system of the powertrain 10. The first and second drive systemsare each capable of generating torque to drive one or more sets ofvehicle drive wheels 28 of the electrified vehicle 12. Although apower-split configuration is depicted in FIG. 1, this disclosure extendsto any hybrid or electric vehicle including full hybrids, parallelhybrids, series hybrids, mild hybrids, or micro hybrids.

The engine 14, which may be an internal combustion engine, and thegenerator 18 may be connected through a power transfer unit 30, such asa planetary gear set. Of course, other types of power transfer units,including other gear sets and transmissions, may be used to connect theengine 14 to the generator 18. In a non-limiting embodiment, the powertransfer unit 30 is a planetary gear set that includes a ring gear 32, asun gear 34, and a carrier assembly 36.

The generator 18 can be driven by the engine 14 through the powertransfer unit 30 to convert kinetic energy to electrical energy. Thegenerator 18 can alternatively function as a motor to convert electricalenergy into kinetic energy, thereby outputting torque to a shaft 38connected to the power transfer unit 30. Because the generator 18 isoperatively connected to the engine 14, the speed of the engine 14 canbe controlled by the generator 18.

The ring gear 32 of the power transfer unit 30 may be connected to ashaft 40, which is connected to vehicle drive wheels 28 through a secondpower transfer unit 44. The second power transfer unit 44 may include agear set having a plurality of gears 46. Other power transfer units mayalso be suitable. The gears 46 transfer torque from the engine 14 to adifferential 48 to ultimately provide traction to the vehicle drivewheels 28. The differential 48 may include a plurality of gears thatenable the transfer of torque to the vehicle drive wheels 28. In anon-limiting embodiment, the second power transfer unit 44 ismechanically coupled to an axle 50 through the differential 48 todistribute torque to the vehicle drive wheels 28.

The motor 22 can also be employed to drive the vehicle drive wheels 28by outputting torque to a shaft 52 that is also connected to the secondpower transfer unit 44. In a non-limiting embodiment, the motor 22 andthe generator 18 cooperate as part of a regenerative braking system inwhich both the motor 22 and the generator 18 can be employed as motorsto output torque. For example, the motor 22 and the generator 18 caneach output electrical power to the battery pack 24.

The battery pack 24 is an exemplary electrified vehicle battery. Thebattery pack 24 may be a high voltage traction battery that includes aplurality of battery arrays 25 (i.e., battery assemblies or groupings ofbattery cells 56) capable of outputting electrical power to operate themotor 22, the generator 18, and/or other electrical loads of theelectrified vehicle 12 for providing power to propel the wheels 28.Other types of energy storage devices and/or output devices could alsobe used to electrically power the electrified vehicle 12.

In an embodiment, the electrified vehicle 12 has two basic operatingmodes. The electrified vehicle 12 may operate in an Electric Vehicle(EV) mode where the motor 22 is used (generally without assistance fromthe engine 14) for vehicle propulsion, thereby depleting the batterypack 24 state of charge up to its maximum allowable discharging rateunder certain driving patterns/cycles. The EV mode is an example of acharge depleting mode of operation for the electrified vehicle 12.During EV mode, the state of charge of the battery pack 24 may increasein some circumstances, for example due to a period of regenerativebraking. The engine 14 is generally OFF under a default EV mode butcould be operated as necessary based on a vehicle system state or aspermitted by the operator.

The electrified vehicle 12 may additionally operate in a Hybrid (HEV)mode in which the engine 14 and the motor 22 are both used for vehiclepropulsion. The HEV mode is an example of a charge sustaining mode ofoperation for the electrified vehicle 12. During the HEV mode, theelectrified vehicle 12 may reduce the motor 22 propulsion usage in orderto maintain the state of charge of the battery pack 24 at a constant orapproximately constant level by increasing the engine 14 propulsion. Theelectrified vehicle 12 may be operated in other operating modes inaddition to the EV and HEV modes within the scope of this disclosure.

During certain conditions, such as battery cell charging event, batterycell discharging events, hot ambient conditions, etc., a relativelysignificant amount of heat can be generated by the battery cells 56 ofthe battery pack 24. Other components of the electrified vehicle canalso produce heat and/or require cooling dependent upon various vehicleoperating conditions. It is desirable to manage this heating and coolingto improve the capacity and life of the battery cells 56 and thereforeimprove the efficiency of the battery pack 24, and well as reducingenergy usage. Systems and techniques for actively and efficientlymanaging this heat are therefore detailed below.

FIG. 2 schematically illustrates a thermal management system 54 withfour circuit loops that can be incorporated into an electrified vehicle,such as the electrified vehicle 12 of FIG. 1. The thermal managementsystem 54 may be controlled to manage the thermal load generated byvarious vehicle components, such as the battery pack 24 of theelectrified vehicle 12, for example, as well as other components.Optionally, a primary engine cooling path for the engine 14 may also beadded to the four exemplary circuit loops shown in FIG. 2.

In one example, the thermal management system 54 includes a single valve60, a radiator loop 62 in fluid communication with the valve 60, a powerelectronics (PE) loop 64 in fluid communication with the valve 60, aheater loop 66 (optionally including a primary engine circuit) in fluidcommunication with the valve 60, and a battery loop 68 in fluidcommunication with the valve 60. In one example, the radiator loop 62comprises a low temperature radiator loop that includes a radiator 70that serves to release heat to the external atmosphere. In one example,the power electronics loop 64 includes power electronics 72, such as theelectric machines that drive the wheels for example, and at least onevariable speed motor driven pump 74 that is fluidly connected to thevalve 60. In one example, the heater loop 66 comprises a passengercabin/heater loop that includes a Positive Temperature Coefficient (PTC)heater 76, a heater core 78, and at least one variable speed motordriven pump 80 fluidly connected to the valve 60. In one example, PTCheaters are self-regulating heaters and use conductive inks printed onthin, flexible polymer-based substrates. In one example, the batteryloop 68 comprises a battery/chiller loop and includes a battery pack 82,a battery chiller 84, and at least one variable speed motor driven pump86 fluidly connected to the valve 60. Optionally, the battery chiller 84may not be needed. The single valve 60 is configured to connect one ormore of the radiator 62, power electronics 64, heater 66, and battery 68loops together, and the single valve 60 is also configured to isolate atleast one of the radiator 62, power electronics 64, heater 66, andbattery 68 loops from any remaining loops of the radiator 62, powerelectronics 64, heater 66, and battery 68 loops.

The heater loop 66 may optionally include a primary engine coolingcircuit as shown in FIG. 2. In one example, the outlet of the heatercore 78 is connected to an inlet to an engine block 94 of the engine 14.The engine block 94 directs flow to a cylinder head 96 and the outlet ofthe cylinder heat 96 leads to the valve inlet D. In configurations thatdo not include the engine block 94 and cylinder head 96, the outlet fromthe heater core 78 goes directly to the valve inlet D (see FIGS. 6-15).

In an embodiment, the battery thermal management system 54 selectivelycommunicates a coolant through the various loops to thermally manage thetemperature of the various components within the loops. The coolant canbe, for example, water mixed with ethylene glycol or any other suitablecoolant. The coolant may be circulated through various internal coolingconduits 88 to control the temperature of the different componentswithin the loops.

FIG. 3 shows a schematic representation of the valve 60 as used in thethermal management system 54 of FIG. 2. The valve 60 comprises the onlyvalve 60 in the thermal management system 54 to transfer heat betweenthe radiator 62, power electronics 64, heater 66, and battery 68 loops.In order to accomplish this, the valve 60 has only four outlets A, C, E,G and the valve 60 has only four inlets B, D, F, H as shown in FIG. 3.Outlet A fluidly connects to the motor driven pump 86 and batterychiller 84 of the battery loop 68. Outlet C fluidly connects to themotor driven pump 80 and PTC heater 76 of the heater loop 66. Outlet Efluidly connects to the PE 72 of the PE loop 64. Outlet G fluidlyconnects to the radiator 70 of the radiator loop 62. Inlet B fluidlyconnects to the outlet of the battery 82 of the battery loop 68. Inlet Dfluidly connects to an outlet from the heater core 78 of the heater loop66. Inlet F fluidly connects to an outlet of the motor driven pump 74 ofthe PE loop 64. Inlet H fluidly connects to the outlet of the radiator70 from the radiator loop 62.

The valve 60 is controlled by a system controller 90 to control flowfrom the inlets and outlets amongst the various loops. The controller 90receives data from various sensors 92, which can include temperaturesensors, speed sensors, flow sensors, etc. for example. The systemcontroller 90 controls the valve 60 in response to various vehicleoperational conditions as will be explained below.

Each loop can be viewed as a heat generator or a heat dissipater andeach loop has different minimum and maximum operating temperatures. Forexample, the low temperature radiator (LTR) loop 62 comprises a heatdissipater, the power electronics (PE) loop 64 comprises a heatgenerator having a maximum temperature of 70 degrees Celsius forexample, the cabin/battery heater (HTR) loop 66 comprises a heatgenerator and heat dissipater that operate within a range of −40 degreesCelsius to 110 degrees Celsius for example, and the chiller/battery loop68 comprises a heat generator and heat dissipater that operate within arange of 10 degrees Celsius to 50 degrees Celsius for example. Theseextreme temperature ranges of the components need thermal management tomaintain the required temperatures through heat transfer betweencomponents. The four loops are connected or isolated based on functionalrequirements that include, for example, the following operationalconditions: PE 64 dissipates heat through the LTR 62, PE 64 dissipatesheat to the cabin, PE 64 dissipates heat to the battery 82, HTR 66generates heat for the cabin, HTR 66 generates heat for the battery 82,HTR 66 dissipates heat from the battery 82, HTR 66 dissipates heat fromthe PE 64, battery 82 dissipates heat through the chiller 84, battery 82dissipates heat through the HTR 66, and battery 82 dissipates heatthrough the LTR 62.

FIGS. 6-14 show examples of different operating conditions. The valvestates for each of these operating conditions is shown in FIGS. 4 and 5.In a first condition (Valve State 1—FIG. 6), the temperature is, forexample, −20 degrees Celsius or below. In this first condition, the PEloop 64 and the radiator loop 62 are isolated, and the heater 66 andbattery 68 loops flow in series as shown in FIG. 6. This providesbattery heating only for the battery 82 and does not heat the PE 72. Inthis first condition, identified as “Valve State 1” in FIGS. 4-5, theinlet D receives fluid from the outlet of the heater core 78 and isconnected to the outlet A which directs fluid into the battery loop 68.Additionally, inlet B receives fluid exiting the battery 82 and isconnected to outlet C which directs fluid into the PTC heater 76 whichis on. Further, while the PE loop 64 is isolated there may be flowthrough the PE loop 64 as inlet F receives flow exiting the pump 74 anddirects flow via outlet E into the PE 72.

In a second condition identified as “Valve State 2” in FIGS. 4-5, thetemperature is also, for example, −20 degrees Celsius or below. In thisadditional condition, the PE loop 64, radiator loop 62, heater loop 66,and battery loop 68 are isolated from each other. In one example, onlythe heater loop 66 has flow to provide rapid cabin heating and uses lessenergy to warm the cabin at a faster rate. In this condition “ValveState 2 (FIG. 7)”, the inlet D of the valve 60 receives fluid from theoutlet of the heater core 78 and is connected to the outlet C whichdirects fluid into the PTC heater 76. Optionally, or in additional tothis heating loop flow, the PE loop 64 may also have flow as inlet Freceives flow exiting the pump 74 and directs flow via outlet E into thePE 72.

In a third condition identified as “Valve State 3” in FIGS. 4-5, thetemperature is also, for example, −20 degrees Celsius or below. In thissecond condition, there is no flow through the radiator loop 62, i.e.this loop 62 is isolated, and the PE loop 64, the heater loop 66, andbattery loop 68 have flow as shown in FIG. 8. This provides batteryheating and utilizes waste heat from the PE 72 to warm the battery 82.In this third condition “Valve State 3 (FIG. 8)”, the inlet D of thevalve 60 receives fluid from the outlet of the heater core 78 and isconnected to the outlet E which directs fluid into the PE 72, the inletB receives fluid from the outlet of the battery 82 and is connected tothe outlet C which directs fluid into the PTC heater 76 which is on, andthe inlet F receives fluid from the outlet of the PE 72 and is connectedto outlet A that directs fluid into the battery chiller 84.

In a fourth condition identified as “Valve State 4” in FIGS. 4-5, thetemperature is, for example, in a range of −20 degrees Celsius to 25degrees Celsius. In this fourth condition, there is no flow through theheater loop 66, i.e. this loop 66 is isolated, and the PE loop 64, theradiator loop 62, and battery loop 68 have flow as shown in FIG. 9. ThePE 72 and battery 82 are on the LTR loop 62. This provides PE 72 andbattery 82 cooling to ambient, and there is no use of the chiller 84,i.e. the chiller 84 is off. In this fourth condition “Valve State 4(FIG. 9)”, the inlet H of the valve 60 receives fluid from the outlet ofthe radiator 70 and is connected to the outlet A which directs fluidinto the battery loop 68, the inlet B receives fluid from the outlet ofthe battery 82 and is connected to the outlet E which directs fluid intothe PE 72, and the inlet F receives fluid from the outlet of the PE 72and is connected to outlet G that directs fluid into the radiator 70.

In a fifth condition identified as “Valve State 5” in FIGS. 4-5, thetemperature is, for example, in a range of −20 degrees Celsius to 25degrees Celsius. In this fifth condition, the heater loop 66, PE loop64, radiator loop 62, and battery loop 68 all have flow as shown in FIG.10. The PE 72 and battery 82 are on the LTR loop 62 flow that is sharedwith the heater core 78 and the PTC heater 76 is off/on as needed. Thisprovides PE and battery cooling to ambient, and waste heat is availableto the heater core 78 with additional heat from the PTC heater 76. Thechiller 84 is off and the PTC heater 76 is used to make up heatrejection if needed. In this fifth condition “Valve State 5 (FIG. 10)”,the inlet H of the valve 60 receives fluid from the outlet of theradiator 70 and is connected to the outlet A which directs fluid intothe battery loop 68, the inlet B receives fluid from the outlet of thebattery 82 and is connected to the outlet E which directs fluid into thePE 72, the inlet F receives fluid from the outlet of the PE 72 and isconnected to outlet C that directs fluid into the PTC heater 76.

In a sixth condition identified as “Valve State 6” in FIGS. 4-5, thetemperature is, for example, in a range of −20 degrees Celsius to 25degrees Celsius. In this sixth condition, there is no flow through theradiator loop 62, i.e. this loop 62 is isolated, and the PE loop 64, theheater loop 66, and battery loop 68 have flow as shown in FIG. 11. Thebattery 82 is on the chiller 84, and the PE 72 and heater 78 are inseries while the PTC heater 76 is off. The battery 82 is cooled by thechiller 84 when the load/ambient temperature is too high, and the PEwaste heat is for the heater core 78 without PTC heater usage. Thus, thebattery 82 is chilled while utilizing waste heat from the PE loop 64. Inthis sixth condition “Valve State 6 (FIG. 11)”, the inlet D of the valve60 receives fluid from the outlet of the heater core 78 and is connectedto the outlet E which directs fluid into the PE 72, the inlet B receivesfluid from the outlet of the battery 82 and is connected to the outlet Awhich directs fluid into the battery chiller 84, and the inlet Freceives fluid from the outlet of the PE 72 and is connected to outlet Cthat directs fluid into the heater loop 66.

In a seventh condition identified as “Valve State 7” in FIGS. 4-5, thetemperature is, for example, in a range of −20 degrees Celsius to 25degrees Celsius. In this seventh condition, there is no flow through theradiator loop 62, i.e. this loop 62 is isolated, and the PE loop 64, theheater loop 66, and battery loop 68 have flow as shown in FIG. 12. Thebattery 82 is on the chiller 84, and the PE 72 and heater 78 are inseries while the PTC heater 76 is on. The battery 82 is cooled by thechiller 84 when the load/ambient temperature is too high, and the PEwaste heat is for the heater core 78 with reducing PTC heater usage.Thus, the battery 82 is chilled while minimizing PTC heater usage. Inthis seventh condition “Valve State 7 (FIG. 12)”, the inlet D of thevalve 60 receives fluid from the outlet of the heater core 78 and isconnected to the outlet E which directs fluid into the PE 72, the inletB receives fluid from the outlet of the battery 82 and is connected tothe outlet A which directs fluid into the battery chiller 84, and theinlet F receives fluid from the outlet of the PE 72 and is connected tooutlet C that directs fluid into the heater loop 66.

In an eighth condition identified as “Valve State 8” in FIGS. 4-5, thetemperature is, for example, in a range of 25 degrees Celsius to 30degrees Celsius. In this eighth condition, the heater loop 66, PE loop64, radiator loop 62, and battery loop 68 all have flow as shown in FIG.13. The battery 82 is on chiller, PE flow is shared with the heater core78, and the PTC heater 76 is off. This provides cabin reheat without theuse of the PTC heater 76. In this eighth condition “Valve State 8 (FIG.13)”, the inlet F of the valve 60 receives fluid from the outlet of thePE loop and is connected to the outlet G which directs fluid into theradiator and is connected to outlet C which directs fluid into theheater loop 66, the inlet B receives fluid from the outlet of thebattery 82 and is connected to the outlet A which directs fluid into thebattery loop 68, the inlet H receives fluid from the outlet of theradiator 70 and is connected to outlet E that directs fluid into the PE72, and the inlet D receives fluid from the heater loop 66 and isconnected to outlet E that directs fluid into the PE loop 64.

In a ninth condition identified as “Valve State 9” in FIGS. 4-5, thetemperature is, for example, in a range of 25 degrees Celsius to 30degrees Celsius. In this ninth condition, the heater loop 66 and thebattery loop 68 are isolated, and the PE loop 64 and the radiator loop62 flow in series as shown in FIG. 14. The battery 82 is on chiller, thePE 72 is on the LTR loop 62, and the heater is off. The battery 82 isthus cooled by the chiller 84 in an isolated loop and the PE loop 64 iscooled by the radiator loop 62. This keeps components under maximuminlet temperature requirements. In this ninth condition “Valve State 9(FIG. 14)”, the inlet H of the valve 60 receives fluid from the outletof the radiator 70 and is connected to the outlet E which directs fluidinto the PE loop 64, the inlet B receives fluid from the outlet of thebattery 82 and is connected to the outlet A which directs fluid into thebattery loop 84, and the inlet F receives fluid from the outlet of thePE 72 and is connected to outlet G that directs fluid into the radiator70. There also may be flow through the isolated heater loop 66 as theinlet D receives flow exiting the heater core 88 and directs flow tooutlet C which is connected to an inlet to the pump 80 and PTC heater76.

In a tenth condition identified as “Valve State 10” in FIGS. 4-5, thetemperature is, for example, in a range of 30 degrees Celsius to 50degrees Celsius. In this tenth condition, the heater loop 66 and thebattery loop 68 are isolated, and the PE loop 64 and the radiator loop62 flow in series as shown in FIG. 15. The battery 82 is on chiller, thePE 72 is on the LTR loop 62, and the heater is off. The battery 82 isthus cooled by the chiller 84 in an isolated loop and the PE loop 64 iscooled by the radiator loop 62. In this tenth condition “Valve State 10(FIG. 15)”, the inlet H of the valve 60 receives fluid from the outletof the radiator 70 and is connected to the outlet E which directs fluidinto the PE loop 64, the inlet B receives fluid from the outlet of thebattery 82 and is connected to the outlet A which directs fluid into thebattery loop 84, and the inlet F receives fluid from the outlet of thePE 72 and is connected to outlet G that directs fluid into the radiator70. There also may be flow through the isolated heater loop 66 as theinlet D receives flow exiting the heater core 88 and directs flow tooutlet C which is connected to an inlet to the pump 80 and PTC heater76.

Thus, the disclosed thermal management system 54 provides a method ofcontrolling a single valve 60 to fluidly connect one or more of theradiator loop 62, PE loop 64, heater loop 66, and battery loop 68together, while also be able to control the single valve 60 to isolateone or more of the radiator 62, power electronics 64, heater 66, andbattery 68 loops from any remaining loops of the radiator 62, powerelectronics 64, heater 66, and battery 68 loops. The fluid connectionand isolation of the radiator 62, power electronics 64, heater 66, andbattery 68 loops is determined based on a desired thermal operationalcondition for the electrified vehicle.

The subject disclosure provides thermal management of electrifiedpowertrains by using hydraulic circuit manipulation. By separatingcomponents of similar operating temperatures, as well as allowing eachgroup of components to transfer heat between other groups, substantialthermal efficiencies are gained. A single hydraulic valve 60 isconfigured to deliver heat transfer under various vehicle conditions forfour different loops as described above. The valve 60 allows these loopsto connect to each other, allows multiple loops to be connected, andallows multiple loops to be isolated. By allowing these loops to beconnected and isolated under various vehicle conditions, the energyusage of the vehicle can be reduced while also minimizing the requiredhardware.

Although the different non-limiting embodiments are illustrated ashaving specific components or steps, the embodiments of this disclosureare not limited to those particular combinations. It is possible to usesome of the components or features from any of the non-limitingembodiments in combination with features or components from any of theother non-limiting embodiments.

It should be understood that like reference numerals identifycorresponding or similar elements throughout the several drawings. Itshould be understood that although a particular component arrangement isdisclosed and illustrated in these exemplary embodiments, otherarrangements could also benefit from the teachings of this disclosure.

The foregoing description shall be interpreted as illustrative and notin any limiting sense. A worker of ordinary skill in the art wouldunderstand that certain modifications could come within the scope ofthis disclosure. For these reasons, the following claims should bestudied to determine the true scope and content of this disclosure.

What is claimed is:
 1. A thermal management system comprising: a valve;a radiator loop configured to be connected to the valve; a powerelectronics loop configured to be connected to the valve; a heater loopconfigured to be connected to the valve; and a battery loop configuredto be connected to the valve, wherein the valve is configured to connectone or more of the radiator, power electronics, heater, and batteryloops together and wherein the valve is configured to isolate at leastone of the radiator, power electronics, heater, and battery loops fromany remaining loops of the radiator, power electronics, heater, andbattery loops.
 2. The system according to claim 1, wherein the valvecomprises the only valve in the thermal management system to transferheat between the radiator, power electronics, heater, and battery loops.3. The system according to claim 1, wherein the radiator loop includesat least one low temperature radiator that is fluidly connected to thevalve.
 4. The system according to claim 1, wherein the power electronicsloop includes at least one electric machine and at least one motordriven pump that is fluidly connected to the valve.
 5. The systemaccording to claim 1, wherein the heater loop includes at least one PTCheater, at least one heater core, and at least one motor driven pumpthat is fluidly connected to the valve.
 6. The system according to claim1, wherein the battery loop includes at least one battery, at least onebattery chiller, and at least one motor driven pump that is fluidlyconnected to the valve.
 7. The system according to claim 1, wherein thevalve comprises a single valve that has only four inlets and only fouroutlets.
 8. The system according to claim 1, including a systemcontroller that controls the valve to manage heat transfer for aplurality of operational conditions that include at least a firstoperational condition where the battery and the heater loops are sharedand the power electronics and radiator loops are isolated from thebattery and the heater loops.
 9. The system according to claim 1,including a system controller that controls the valve to manage heattransfer for a plurality of operational conditions that include at leasta first operational condition where only the heater loop is active andthe power electronics, radiator, and battery loops are isolated from theheater loop.
 10. The system according to claim 1, including a systemcontroller that controls the valve to manage heat transfer for aplurality of operational conditions that include at least a firstoperational condition where power electronics, battery, and heater loopsare in series and the radiator loop is isolated from power electronics,battery, and heater loops.
 11. The system according to claim 1,including a system controller that controls the valve to manage heattransfer for a plurality of operational conditions that include at leasta first operational condition where the battery, power electronics, andradiator loops are shared and the heater loop is isolated from battery,power electronics, and radiator loops.
 12. The system according to claim1, including a system controller that controls the valve to manage heattransfer for a plurality of operational conditions that include at leasta first operational condition where the battery, power electronics,heater, and radiator loops are shared.
 13. The system according to claim1, including a system controller that controls the valve to manage heattransfer for a plurality of operational conditions that include at leasta first operational condition where the battery, power electronics, andheater loops are shared and the radiator loop is isolated from battery,power electronics, and heater loops.
 14. The system according to claim1, wherein the valve is a single valve and including a system controllerthat controls the single valve to manage heat transfer for a pluralityof operational conditions that include at least a first operationalcondition where the battery and the heater loops are shared and thepower electronics and radiator loops are isolated from the battery andthe heater loops; a second operational condition where only the heaterloop is active and the power electronics, radiator, and battery loopsare isolated from the heater loop; a third operational condition wherepower electronics, battery and heater loops are in series and theradiator loop is isolated from power electronics, battery, and heaterloops; a fourth operational condition where the battery, powerelectronics, and radiator loops are shared and the heater loop isisolated from battery, power electronics, and radiator loops; a fifthoperational condition where the battery, power electronics, heater, andradiator loops are shared; and a sixth operational condition where thebattery, power electronics, and heater loops are shared and the radiatorloop is isolated from the battery, power electronics, and heater loops.15. The system according to claim 14, wherein the single valve has onlyfour inlets and only four outlets, and wherein the four inlets comprise:a first inlet fluidly connected to a battery in the battery loop, asecond inlet fluidly connected to a heater core in the heater loop, athird inlet fluidly connected to power electronics in the powerelectronics loop, and a fourth inlet fluidly connected to a radiator inthe radiator loop; and wherein the four outlets comprise: a first outletfluidly connected to a battery chiller in the battery loop, a secondoutlet fluidly connected to a PTC heater in the heater loop, a thirdoutlet fluidly connected to the power electronics in the powerelectronics loop, and a fourth outlet fluidly connected to the radiatorin the radiator loop.
 16. The system according to claim 1, wherein theradiator loop comprises a heat dissipater.
 17. The system according toclaim 1, including a primary engine cooling circuit that is in fluidcommunication with the heater loop.
 18. The system according to claim 1,wherein at least two of the radiator, power electronics, heater, andbattery loops flow in series while the remaining of the radiator, powerelectronics, heater, and battery loops are isolated from each other. 19.The system according to claim 1, wherein each of the radiator, powerelectronics, heater, and battery loops is in fluid communication with atleast one other of the radiator, power electronics, heater, and batteryloops such that none of the radiator, power electronics, heater, andbattery loops are isolated from each other.
 20. A method comprising:controlling a single valve to fluidly connect one or more of a radiatorloop, a power electronics loop, a heater loop, and a battery looptogether; and controlling the single valve to isolate one or more of theradiator, power electronics, heater, and battery loops from anyremaining loops of the radiator, power electronics, heater, and batteryloops, and wherein fluid connection and isolation of the radiator, powerelectronics, heater, and battery loops is determined based on a desiredthermal operational condition for an electrified vehicle.